Car-brake



(No Model.) 2 Sheets-Shet 1. P. W. REINSHAGEN.

GAR BRAKE Patented Mar. 8,

-2 Sheets-Sheet 2.

P. W. REINSHAGEN (No Model.)

GAR BRAKE.

No. 359,179. Patented Mar. 8, 1887.

N. PETERS. Pmwumn n hw, washir mm DC.

UNITED STATES PATENT OFFICE.

PETER IV. REINSHAGEN, OF CINCINNATI, OHIO.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 359,179, dated March 8,1887.

(No model.)

To aZZ whom it may concern:

Be it known that LPETER XV. REINSHAGEN, of Cincinnati, in the county ofHamilton and State of Ohio, have invented certain new and usefulImprovements in Car-Brakes, of which the following is a specification.

My invention relates to that class of carbrakes which are operated bythe engineer or fireman to brake the entire train of cars.

The invention consists in the features of construction and combinationof devices hereinafter described and claimed, reference being made tothe accompanying drawings, in which- Figure 1 is a top plan view of myimprovement applied to a locomotive-tender and cars. Fig. 2 is alongitudinal section of the clutch, sleeve, and Windlass. Fig. 3 is anend view of the axle-sleeve. Fig. 4 is a side elevation of the clutchand lever. Fig. 5 is a top view of the lever. Fig. 6 is a detail view ofthe bolt on which the lever hinges. Fig. 7 is a front elevation of thehanger-bracket. Fig. 8 is a side view of the same. Fig. 9 is a sideelevation of the setting-lever.

A represents the foot-board of any ordinary locomotive-cab; a a,two ofthe driving-wheels of the same.

B represents the frame of a tender; 0 C, axles of the tender and cars.

The drum of the windlass is operated on any one of the axles of a car.It obtains its power from the axle to which it is attached.

I prefer to have the drum journal on an intermediate sleeve, D, made intwo sections, one of which is shown in Fig. 2. lrepresents the flangesof the section, and 2 cars pierced with bolt-holes for coupling the twosections of the sleeve together around the car-axle. On this sleeve Ddrum E journals.

3 represents the inner periphery or hub of the drum which journals onsleeve D. By the use of the sleeve the wearing friction is taken awayfrom the axle. The drum E is also preferably made in two sections, sothat it can be readily attached after the wheels are pressed on theaxles.

4t 4. represent the flange through which the coupling-bolts pass.

0 represents a conical cylinder forming the female part of the clutch,being an extension of drum E.

G represents a conical cylinder fitting within the cylinder 0. It ispreferably made in two sections and coupled around the sleeve D by boltspassing through holes 5. Cylinder G is feathered to revolve with sleeveD and slide laterally thereon, so as to engage with conecylindei'c ofthe drum D.

6 represents an oil-chamber cut or cored in the cylinder G; e, anoil-passage leading to the journal-bearing.

H represents a ring journaling in an annular groove or recess cut in theextended end of cylinder G. To this ring H is connected the clutch-leverI, by means of forks I I, which journal on centers J J. As clutch-ring Hdoes not revolve, while cylinder G revolves when the clutch is set, itis necessary to keep the parts lubricated. Chamber 6 is filled withproper lubricant, and a small hole, 5, leads from chamber 6 to thegroove in which clntchring H journals. The revolution of cylinder Gdischarges the oil into the journal of the clutch-ring and keeps theparts from heating and wearing. This clutch-ring is also preferablybisected aud connected by couplingbolts 7.

8 8 represent set-bolts for centering sleeve D on the car-axle and forrigidly connecting it thereto.

9 represents an eyebolt tapping into drum E, to which is connected chain10, (see Fig. 1,) which chain is wound around said drum when the latteris set in motion to operate the brakelever T and set the brake 12against the wheels 13.

L represents a similar drum on the axle of the tender, around which iswound cable I), which cable operates the series of clutch-levers I forall of the cars in the train. Drum L on the tender is operated by acone-clutch similar to that of drum E. Its clutch-lever I is connectedby a similar cable, Z), to a lever, M, which is pivoted onto the floorof the foot-board in the locomotive-cab. Cable 1) is fastened at one endto the floor under the cab and passes over sheaves l4 and 15, which arejournaled in a slot in the lower end of lever M, thence over sheaves 16and 17, and is con nected' to the end of clutch-lever I. lVhen lever BIis moved in the direction -to draw cable I) taut, it pulls clutcl1-1everI, and operating the clutch of drum L sets it in motion and windscable 1) around drum L, which operates all of the clutch-levers of theother cars and sets their brakes simultaneously.

One difficulty in operating the brakes of a train by a cable under thecontrol of the engineer is the large amount of slack in the cable onlong trains.

By employing lever M, with the sheaves 14 and 15, it readily takes upall the slack of the short cable Z2, and by employing drum L to operatethe main cable b, to set the clutch-lever of the drum E, which in turnsets, respectively, the brakes for each car, the slack of the main cableis taken up quickly before any of the brake-levers are operated.

Suitable sheave-blocks, 23, 24, and 25, are provided on each ear forsustaining the cable b under each of the cars and connecting it to thecluteh-levers I.

Another serious dilficulty in operating the brake-levers of atrain byawindlass and cable operating the brake-levers, and the use of clutchmechanism to set the drum in motion, is the suddenness of setting thebrakes, which is liable to stop the carwheels from revolving, causingthem to slide and wear the wheels too rapidly. By the employment of myconeclutch this difficulty is avoided, by making the angle of theperiphery of the cone to its axis a little greater than the angle offriction or repose; and by keeping the bearing-surfaces of thecone-clutch lubricated it will slip under undue strain and allow thewheels of the car to revolve slowly. I prefer to have the angle of theperiphery of the cone to its axis about ten degrees. This gives agraduated slowing motion for setting the brake.

In order to keep the drum lubricated on its sleeve-journal I provide anoil-chamber, d, cored within the drum, and oilholes 6, leading fromchamber dto the journal. It is necessary to have clutch-levers Ijournaled so as to move on their pivots freely, and yet accommodatethemselves to the different motions of the cars to which they areattached. I accomplish this as follows:

N represents a hanger-bracket, which is attached to the sill of the carsby bolts passing through flanges n. This bracket is vertically over theaxis of clutch-lever I.

m represents strengthening-ribs.

0 represents a mortise in. the lower end of bracket N.

P represents a swivelblock, j ournaledin the mortise 0 on the axle-pinh.

R represents the axis of clutch-lever I. It passes through andjournalsin said block P. The lower end of this bolt is enlarged on top end, asshown at It, Fig. 6, which is a crosssection. The flat sides of thisbolt fit in slot r, pierced through lever I, allowing it to movelongitudinally on its axial pin as clutch G is moved laterally on itsbearing; The forked ends of lever I being fast to clutch-ring H, whichmoves freely in its. seat or journal, the lower end of lever I swivelson clutch G and allows the lever to move freely to accommodate itself tovertical motion of the car to which the hanger is attached. Thus lever Ihas practically the same motion as if its axis were a universal joint,and still a positive motion for its fulcrum to move the clutch-cone ismaintained at all times.

S represents the ordinary hand brake-lever.

It will be observed that my improvement is adapted to operate theordinary hand brakelever without interfering with the use of an ordinaryhand-brake, if desired.

The engineer can set the brakes very slowly by varying the strain onlever M, allowing the clutch of drum L to slip. He may set lever M inaposition to partially brake the train by means of rock 20 and pawl 21.Pawl 21 is released by hand-latch 22. This stop also compensates forlost motion due to the sudden driving of the car wheels in pushing overswitches and bad places in the track. Italso prevents strain on theaxial bolt by reason of a shock or jar, to which cars are subjected inordinary use.

19 represents a spring applied to clutchlever I. to assist in releasingthe clutch when the cable bis slackened.

It is obvious that lever M and a cable, I), may be connected in each carto clutch-lever I, to operate the drum E and set the brake, and thusused as a substitute for the ordinary hand wheel-brake. This allows handfreightcar brakes to be operated by hand with a much less expenditure ofpower, and the desired graduated slowing motion obtained from one of theaxles of the car to the wheels of which the brake is applied.

I do not claim in this application a sleeve formed in two parts toembrace and be secured to a car-axle and forming the bearing for arope-drun1 and a friction-clutch, the same not being of my owninvention.

Having now described my invention, what I desire to secure by LettersPatent isl. The combination of the axle, the sleeve D, composed ofsections located on the axle, the set-bolts 8, tapped through the sleeveand binding against the axle, the drum E, journaled to rotate upon thesleeve and formed with a conical female cylinder-extension, c, theconical cylinder G, fitting within said extension and feathered torevolve with the sleeve and slide therealong, a ring, H, journaled inthe female cylinder-extension, the clutch-lever I, connected with thering, a pivoted lever, M, a chain, 10, connected with the brake-leverand winding on the drum, the cable I), secured at one end and connectingwith the clutch-lever I and the pivoted lever M, a drum, L, and a clutchtherefor, on which the said cable is wound, substantially as described.

2. The combination, in a car-brake mechanism, of the axle G, thesectional sleeve D, surrounding the same, a series of set-bolts, 8,tapped through the sleeve and binding against the axle to rigidly centerthe sleeve thereupon, the drum E, j ournaled to rotate on the sleeve IIOand having a conical female cylinder-extension, 0, and a cone-cylinder,G, feathered to revolve with the sleeve and move therealong, theclutch-levers I, and cable-connections between the said drum, thebrakes, and the clutch-levers, substantially as described.

3. In combination with a car-axle, the sleeve 1B,connected thereto, andthe drum E, provided with oil-chamber 6 and oil-passages e,substantially as herein specified.

4.. In combination with a car-axle, the drum E, cone 0, cylindricalclutch G, and clutch-ring H, journaling in a groove cut in the extendedend of the cylinder G, substantially as herein specified.

5. The combination of the drums L, sub-cable I), setting-lever M,clutch-levers I, main cable I), drums E, and cone-clutches c and G, foroperating the brakes of a series of cars, substantially as described.

6. The combination of the drums L, sub-cable 1), setting-lever M,pivoted clutch-levers I, main cable I), the sleeves D on the car-axles,the drums E, and the cone-clutches c and G,oper ating the clutch-leversand drums of a series of cars, substantially as described.

7. In combination with the windlass G, journaled upon a car-axle andhaving the female cone and the main cone-clutch of about the angle offriction or repose, the means for lubrieating the surfaces of thefriction-cones,whereby they slip under excessive strain, substantiallyas specified.

8. The setting-lever M, )ivoted t0 the fioor of a car, provided withsheaves 14 and 15, and the cable b, passing over said sheaves andconnected to the lever of a frictional cone-clutch,

for setting in motion a drum journaled directly on a car-axle,substantially as herein specified.

9. In combination with the lever M, carrying the tightening-sheaves l4and 15, for operating the cable I), the ratchet-and-paw] mech' anismattached to said lever for setting it in any desired position,substantially as herein specified.

10. In combination with the clutch-ring H, the cone-clutch G and theclutch-lever I, provided with a slot, 1*, for journaling the lever tothe frame of the car above the axle, substantially as herein specified.

11. In combination with the lever I, connected to the cone by clutch Gat one end, the hanger N, provided with the swivel-block P and king-boltIt, for journaling said lever I to the swivel-block, substantially asherein specified.

12. In combination with the friction-clutch journaled upon the car-axleand a rope or chain winding around the drum of one member of saidfriction-clutch and connected to the brake-lever, the lever I, connectedto the friction-clutch by a ring journaling thereon and operated by alever loosely pivoted to the car, so as to have longitudinal and lateralmotion on its axis, whereby the swinging of the car would not affect theaxial movement of the lever, substantially as described.

In testimony whereof I have hereunto set my hand.

PETER W. REINSHAGEN. \Vitnesses:

ROBERT ZAHNER, J NO. S. RoEBUcK, Jr.

